Independent suspension

ABSTRACT

An independent suspension for use in a front wheel or a rear wheel of an automobile is provided. It produces a varied characteristic of camber variation for a fixed roll center height and a fixed scuff variation and, consequently, improves freedom of suspension design and offers enhanced operational stability. An upper arm is divided into a knucle side upper arm and a vehicle side upper arm, the two upper arms are interconnected so as to be shakeable in the direction of vertical movement of the wheel, and the vehicle side upper arm and a lower arm are interconnected through the medium of a rigid member having the opposite ends thereof adapted for free vibration. This independent suspension is particularly suitable for use in the Wishbone type independent suspension.

TECHNICAL FIELD

This invention relates to an independent suspension for use with frontwheels or rear wheels in an automobile and more particularly to aWishbone type independent suspension.

BACKGROUND ART

For the absorption of various vibrations and impacts exerted by a roadsurface to a traveling automobile, suspensions furnished with a bufferaction are interposed between the automobile body and the axles. Thesesuspensions fulfil important functions of supporting the automobile onthe road surface, transmitting the propulsive force from drive wheels tothe automobile body and, at the same time, moderating the impacts fromthe road surface and protecting the automobile against breakage, andfurther improving comfortableness of ride and stability of operation.With the growing trend of automobiles toward higher speeds, thesefunctions have come to be viewed as factors of increasing significancecapable of determining the limits to speed increase. Scientific studiesare being promoted comprehensively on the system and have beendeveloping numerous mechanisms and component elements as a consequence.

The suspensions are generally required to be pliable in the verticaldirection and rigid in the longitudinal and lateral directions. From thestructural point of view, they are broadly divided under two categories,i.e. the axle suspensions and the independent suspensions. The axlesuspensions are generally used in front wheels and rear wheels of trucksand in rear wheels of passanger cars. In contrast, the independentsuspensions are predominantly used in front wheels and rear wheels ofpassenger cars which attach primary importance to comfortableness ofride and stability of operation.

The independent suspensions are designed to allow laterally oppositewheels freedom of independent motion instead of requiring them to beinterconnected through the medium of one axle. From the structural pointof view, they may be broadly divided into Wishbone type, MacFarson type,trailing arm type, and swing axle type. These independent suspensions,as compared with the axle suspensions, have the advantage that wheneither of the laterally opposite wheels runs on an object projectingfrom the road surface, the independent suspension serving the particularwheel acts like the knee joint of man, enabling the wheel exclusively tojog vertically thereby preventing the automobile body from a tilt andallowing the automobile to operate stably by effectively avoiding thephenomenon of rolling.

In the various types of independent suspensions, the Wishbone typesuspensions are used most widely as mentioned in Japanese Utility ModelApplication Disclosure SHO 53(1978)-26,020. The independent suspensionsof this type are characterized by the fact that since the linkmechanisms using two arms produce a parallelepipedal action, the wheelsserved by the suspensions move substantially vertically and the tiresmounted thereon, therefore, contact horizontally the road surface at alltimes and enjoy a highly satisfactory road surface contact property.They are handicapped by weight and cost because of their complexity instructure as compared with the MacFarson type suspensions. Moreover,they have room for further improvement in respect that the two arms usedin each suspension go to decreasing the inner volume of an engine roombecause they are adapted to thrust into the engine room. The advantageof the Wishbone type independent suspensions that they are robuststructurally and excellent in operational stability manifested as duringthe cornering has come to attract attention again in recent years.

In order that the automobile bodies furnished with such Wishbone typesuspensions may fulfil such requirements as alleviation of frictionalwear of tires, ability to control the operation of steering, andprevention of transmission of vibrations to the steering handle, thelengths of an upper arm and a lower arm, the positions of fixationthereof (the distance separating them), etc. must be suitably selected.

The lengths of the upper arm and the lower arm and the positions oftheir fixation (the distance separating them), however, are restrictedto a large extent by the spaces allocated to the layout of the upper armand the lower arm in an automobile on which the suspensions are actuallymounted. For the purpose of improving the stability of operation duringa gyration, for example, the idea of disposing control arms in such amanner that the camber relative to the road decreases to 0(zero) degreeeven during the gyration may be conceived. It is, therefore, desirableto give the upper arm a suitable length such that the angle of vibrationof the upper arm due to the vertical motion of the corresponding wheelwill conform to the angle of vibration of the automobile body during agyration. An addition to the length of the upper arm, however, resultsin inevitable protrusion into the engine room of a fulcrum serving tosupport pivotally the upper arm. Since the effort directed to improvingthe operational stability brings about serious adverse effects on thedesign of automobile style, the design of engine, etc., the conventionalsuspensions have been compelled to sacrifice their performance to acertain extent.

Further, in the conventional suspensions, the layout of the upper armand the lower arm as viewed from the front side of the automobile bodyis univocally decided by the characteristic of variation in roll centerheight, the characteristic of variation in scuff, and the characteristicof variation in camber and the range of selection of the magnitude ofeach of these characteristics is extremely restricted by the magnitudesof the other two characteristics. The conventional suspensions,therefore, are destitute of freedom of design. A study of the layout ofthe upper arm and the lower arm whose characteristic of variation incamber is such as to give 0(zero) degree as the angle of camber relativeto the road, for example, reveals that this layout degrades theoperational stability during a gyration because it results in an undueincrease of the variation in scuff and consequently aggravates thelateral vibration of the automobile body or the displacement of the rollcenter.

Further, it is desirable as described above that the camber angle of thewheels should vary, during a gyration, in the direction of negativecamber proportionately to the angle of vibration of the automobile bodyso as to reduce the angle of camber to 0(zero) degree relative to theroad. When any of the wheels, during a straight travel of theautomobile, runs on an object projected from the road surface andgenerates a bump stroke exceeding a stated limit, the wheel gives riseto a camber thrust. It may well be concluded, therefore, that thecontrol of the inclination toward negative camber is desirably startedat the time of occurrence of this camber thrust for the sake ofimproving the operational stability during the straight travel. Sincethe conventional suspensions show a large inclination toward negativecamber in proportion as the vertical stroke of wheel increases, theyhave never been able to satisfy simultaneously the operational stabilityduring a gyration and the operational stability during a straighttravel.

In the independent suspensions of the types disclosed in Japanese PatentApplication Disclosure SHO 64(1989)-189710, Japanese Utility ModelApplication Disclosure SHO 62(1987)-189,904, etc., for example, a linkis interposed between an upper arm and a knucle and this link and alower arm are interconnected through the medium of a connecting link sothat the optimum camber characteristic to be required may be attained bycausing the link to produce a rotational displacement and impart alateral displacement to one end part of the knuckle proportionately tothe vertical vibrations of the upper arm and the lower arm. The adoptionof a link mechanism of this nature, however, is not desirable for theconstruction of suspensions because this link mechanism exerts a draftin the axial direction on the ball joint disposed in the connecting partof the knuckle.

DISCLOSURE OF INVENTION

The present invention has been produced in view of the problem of theprior art described above and has as an object thereof the provision ofsuspensions which are capable of giving an altered characteristic ofvariation in camber to a fixed roll center height and a fixed scuffvariation, conspicuously improving the freedom of design of suspensions,and satisfying the operational stability in terms of design.

This object is accomplished by a Wishbone type independent suspensionprovided with a pair of control arms, namely an upper arm and a lowerarm, having the leading ends thereof pivotally connected to a knucklefastened to a wheel and the basal ends thereof pivotally attached to avehicle side, which independent suspension is characterized by the factthat the upper arm is divided into a knuckle side upper arm and avehicle side upper arm, these two upper arms interconnected in such amanner as to be freely moveable direction of vertical the stroke of thewheel, and the vehicle side upper arm and the lower arm areinterconnected through the medium of a rigid member having the oppositeends thereof adapted for free vibration.

The object described above is further accomplished by a Wishbone typeindependent suspension provided with a pair of control arms, namely anupper arm and a lower arm, having the leading ends thereof pivotallyconnected to a knuckle fastened to a wheel and the basal ends thereofpivotally attached to a vehicle side, which independent suspension ischaracterized by the fact that the upper arm is divided into a knuckleside upper arm and a vehicle side upper arm, one end of a rigid memberis connected to the vehicle side upper arm in such a manner as to befreely movable in the direction of vertical stroke of the wheel and, atthe same time, the other end of the rigid member is connected to thelower arm in such a manner as to be freely movable in the direction ofvertical stroke of the arm, and one end of the knuckle side upper arm ispivotally connected to the rigid member.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a perspective view illustrating the first embodiment of thepresent invention,

FIG. 2 and FIG. 3 are type diagrams for illustration of the firstembodiment,

FIG. 4 is a perspective view illustrating the second embodiment of thepresent invention,

FIG. 5 is a type diagram for illustration of the second embodiment,

FIG. 6 and FIG. 7 are type diagrams for illustration of the operation ofthe third embodiment of the present invention,

FIG. 8 is a plan view illustrating an upper arm in the fourth embodimentof the resent invention,

FIG. 9 is a type diagram illustrating the fourth embodiment,

FIG. 10 is a side view illustrating control arms in the fifth embodimentof the present invention,

FIG. 11 is a graph showing the change in caster angle relative to theamount of bound, for the fourth embodiment and the fifth embodiment,

FIG. 12 is a type diagram illustrating the sixth embodiment of thepresent invention,

FIG. 13 is a perspective view illustrating the seventh embodiment of thepresent invention,

FIG. 14 is a type diagram for illustration of the operation of theseventh embodiment,

FIG. 15 is a perspective view illustrating the eighth embodiment of thepresent invention,

FIG. 16 and FIG. 17 are type diagrams for illustration of the operationof the eighth embodiment,

FIG. 18 is a type diagram for illustration of the operation of the ninthembodiment of the present invention,

FIG. 19 and FIG. 20 are type diagrams for illustration of the operationof the tenth embodiment,

FIG. 21 is a type diagram illustrating the eleventh embodiment of thepresent invention,

FIG. 22 is a perspective view illustrating the twelfth embodiment of thepresent invention, and

FIG. 23 is a type diagram for illustration of the operation of thetwelfth embodiment.

BEST MODE FOR CARRING OUT THE INVENTION

Now, the embodiments of the present invention will be describedspecifically below with reference to the accompanying drawings.

FIRST EMBODIMENT

FIG. 1 is a perspective view illustrating the first embodiment of thepresent invention and FIG. 2 and FIG. 3 are type diagrams forillustration of the operation of the embodiment.

A knuckle 2 having a wheel 1 rotatably attached thereto comprises aspindle 2a for supporting the wheel 1 through the medium of a bearing(not shown), yoked arms 2b, 2c extended from the basal end of thespindle as branched into the upper and lower directions, and a knucklearm 2d having a steering mechanism (not shown) connected thereto andserving to produce a suitable alteration in the steering angle of thewheel 1. To the leading ends of the yoked arms 2b, 2e, two A typecontrol arms 3, 4 are connected through the medium of ball joints 12, 13as illustrated in FIG. 1 so that the knuckle 2 remains to be pivotablerelative to the control arms 3, 4 even when the wheel 1 produces avertical movement or when the wheel 1 is driven by a steering mechanism.Also, the caster existent during a quiescent standing of the automobilebody is decided by the rectilinear inclination interconnecting thecenters of the two ball joints 12, 13.

The lower arm 4 is the so-called A type arm which is divided on thebasal end side thereof into a pair of front and rear arm parts 4a, 4b.The arm parts 4a, 4b of the A type lower arm 4 are attached through themedium of a bush 11 to a body or a frame 5 and are rotated around avibrating axis 14 in spite of the shear strength of the bush 11. Aspring device 20 is interposed as illustrated in FIG. 2 between thelower arm 4 and the frame 5 so as to urge the lower arm 4 downwardly.

The upper arm 3 which is involved in the present embodiment comprises aknuckle side upper arm 6 and a vehicle side upper arm 7, which eachcomprise an A type arm. These two upper arms 6, 7 are formed by havingarm parts 6a, 6b of the knuckle side upper arm 6 connected to a leadingend part 7c of the vehicle side upper arm 7 by means of a vibrating axis8. Around this vibrating axis 8, the knuckle side upper arm 6 and thevehicle side upper arm 7 are revolved relative to each other. Arm parts7a, 7b which constitute the basal end of the vehicle side upper arm 7are connected to the body or frame 5 by means of a bush 10 (FIG. 2) inthe same manner as the lower arm 4 mentioned above. Around a vibratingaxis 15, the vehicle side upper arm 7 is revolved. The knuckle sideupper arm 6, therefore, is revolved around the vibrating axis 8 relativeto the vehicle side upper arm 7, while it is revolved around thevibrating axis 15 through the medium of the vehicle side upper arm 7relative to the body (frame 5).

In the suspension of the present embodiment, the leading end 4c of thelower arm 4 and the leading end 7c of the vehicle side upper arm 7 areinterconnected by means of a rigid member 9. The rigid member 9 and thelower arm 4 are interconnected in such a manner that the rigid member 9is revolved around a vibrating axis 16 relative to the lower arm 4. Therigid member 9 and the vehicle side upper arm 7 are interconnected insuch a manner that the rigid member 9 is revolved around a vibratingaxis 17 relative to the vehicle side upper arm 7.

As described above, the vehicle side upper arm 7, the knuckle side upperarm 6, the knuckle 2, and the rigid member 9 jointly constitute a linkmechanism.

Now, the operation of the suspension of the present embodiment will bedescribed below.

FIG. 2 is a half front view typically illustrating the suspension of thepresent embodiment attached to an automobile as viewed from the frontside of the vehicle and FIG. 3 is a half front view typicallyillustrating the suspension of the same embodiment posed after the wheelhas been moved to an upper position.

During a straight travel of the automobile, the length of the upper arm3 is the rectilinear length L1 from the ball joint 12 to the bush 10 asillustrated in FIG. 2. When the automobile body is gyrated from thestate of straight travel or when the wheel 1 runs on an object projectedfrom the road surface, the position of the wheel 1 relative to the frame5 moves upwardly and the lower arm 4 consequently revolves upwardlyaround the bush 11. As a result, the rigid member 9 attached to thelower arm 4 pushes the vehicle side upper arm 7 upwardly. At this time,the angle of vibration of the lower arm 4 differs from the angle ofvibration of the vehicle side upper arm 7 in the present embodimentbecause the length from the bush 11 to the lower end of the rigid member9 is set to differ from the length from the bush 10 to the upper end ofthe rigid member 9. As a result, the vibrating axis 8, namely theconnecting part between the vehicle side upper arm 7 and the knuckleside upper arm 6, is bent by a stated angle and the length of the upperarm 3 equals the rectilinear length L2 from the ball joint 12 to thebush 10, which is shorter by a stated length than the length existentduring a straight travel. As a result, the wheel 1 assumes a statedcamber angle.

In the suspension of the present embodiment, the characteristic ofvariation in camber can be altered even for a fixed roll center heightand a fixed scuff variation by suitably selecting the lengths of thevehicle side upper arm 7 and the knuckle side upper arm, the length ofthe rigid member 9, and the positions for attachment of the upper andlower ends of the rigid member 9 without requiring any change in thepositions for attachment of the upper arm 3 and the lower arm 4 to theframe 5, the positions for attachment thereof to the knuckle 2, or thelengths of the two arms 3, 4. Thus, the suspension enjoys conspicuouslyimproved freedom of design and highly satisfactory operationalstability.

Moreover, the possibility that a drawing force will be exerted upon theball joints 12, 13 in the axial direction of the ball stud is nilbecause the knuckle side upper arm 6 is bent with the vibrating axis 8as an axis when the upper arm 3 and the lower arm 4 are vibrated and therigid member 9 is caused to push the vehicle side upper arm 7 upwardly.

SECOND EMBODIMENT

FIG. 4 is a perspective view illustrating the second embodiment of thepresent invention and FIG. 5 is a type diagram for illustration of theoperation of this embodiment. In these diagrams, the same componentparts as those of the suspension of the first embodiment illustrated inFIGS. 1 to 3 are denoted by the same reference numerals.

In the present embodiment, the wheel 1, the knuckle 2, the upper arm 3(the knuckle side upper arm 6 and the vehicle size upper arm 7), and thelower arm 4 are constructed identically to the corresponding componentparts of the first embodiment and, therefore, are omitted from thefollowing description of this embodiment.

The difference of the present embodiment in construction from the firstembodiment resides in a rigid member 19. To be specific, the rigidmember 19 involved in the present embodiment has a turnbuckle 19a formedin the central part thereof. The turnbuckle 19a comprises a right-handedscrew 19b and a left-handed screw 19c both formed on the rigid member 19and a coupler 19d helically fitted to these screws. The rigid member 19is contracted or extended by rotating the coupler 19d in eitherdirection and the rigid member 19 is conversely deformed by rotating thecoupler 19d in the other direction. The means for extending orcontracting the rigid member 19 is not limited to the turnbuckle 19a butmay be some other device capable of extension or contraction.

Now, the function derived from expansibly constructing the rigid member19 will be described below.

FIG. 5 is a half cross section typically illustrating the suspension ofthe present embodiment as viewed from the front side of the vehicle. Inthe diagram, the solid line represents the suspension in the stateexistent before the rigid member 19 is extended and the two-dot chainline represents the suspension in the state existent after the rigidmember 19 is extended.

When the length of the rigid member 19 is increased by rotating thecoupler 19d of the turnbuckle 19a in the state represented by the solidline of FIG. 5, the rigid member 19 pushes the vehicle side upper arm 7upwardly and the rectilinear length from the connecting part of theupper arm 7 to the knuckle 2 to the connecting part thereof to theautomobile body (not shown) is varied proportionately to the change inthe length of the rigid member 19, with the result that the camber angleof the wheel can be mainly adjusted (indicated as "θ1" in FIG. 5).

The suspension of the present embodiment, therefore, is capable of veryeasy adjustment of the camber angle because the camber angle can bemainly adjusted by extending or contracting exclusively the length ofthe rigid member 19 as described above.

THIRD EMBODIMENT

FIG. 6 and FIG. 7 are type diagrams for illustration of the operation ofthe third embodiment of the present invention; FIG. 6 being a half frontview illustrating typically the suspension of the present embodimentattached to an automobile as viewed from the front side of the vehicleand FIG. 7 a half front view illustrating typically the suspension ofthe present embodiment as posed after upward movement of the wheel. Inthese diagrams, the same component parts as those of the suspension ofthe first embodiment illustrated in FIGS. 1 to 3 are denoted by the samereference numerals.

The wheel 1, the knuckle 2, the upper arm 3 (the knuckle side upper arm6 and the vehicle side upper arm 7), the lower arm 4, and the rigidmember 9 are constructed identically to the corresponding parts of thefirst embodiment described above and, therefore, are omitted from thefollowing description of the present embodiment.

The difference of the present embodiment in construction from the firstembodiment resides in the positions for attachment of a ball joint 22, avibrating axis 28, and a vibrating axis 25. To be specific, the balljoint 22 is disposed inside of an external peripheral edge lb of thewheel 1, particularly inside a wheel 1c, as illustrated in FIG. 6, forprotection against the dust and water which the tire 1a hurls during atravel of the automobile.

Further, the positions for the attachment of the vibrating axis 28 andthe vibrating axis 25 in the present embodiment are set at higher levelsin the vertical direction of the automobile body than the position forthe attachment of the ball joint 22 described above. Heretofore, theidea of high-mounting the upper arm 3 has been conceived for the purposeof heightening the rigidity of a suspension to the extent ofwithstanding the external force exerted in the lateral direction on thewheel 1 during a gyration of an automobile. This concept has failed toafford a suitable construction capable of simultaneously satisfyingrigidification of a suspension and protection of a ball joint becausethe high-mounting inevitably requires the ball joint 22 to be seatedoutside the wheel 1 , i.e. a site susceptible of the influence of themuddy water splashed by the tire 1a. The desire to dispose the balljoint 22 inside of the outer peripheral edge 1b of the wheel 1, however,can be fulfilled by dividing the upper arm 3 into the vehicle side upperarm 7 and the knuckle side upper arm 6 as in the present embodiment. Therigidification of the suspension can be realized by arbitrarily settingthe roll center of the automobile body and, at the same time,high-mounting the vehicle side upper arm 7.

Further, in the present embodiment, since the ball joint 22 ispositioned inside of the outer peripheral edge 1b of the wheel 1, theotherwise inevitable infiltration of dust, water, etc. into the balljoint 22 is precluded. Besides, since a position 10 for the attachmentof the vehicle side upper arm 7 to the automobile body and a positionfor the attachment of the vehicle side upper arm 7 to the knuckle sideupper arm 6 are set at levels higher in the vertical direction of theautomobile body than the ball joint 22, the rigidity of the suspensionnecessary for withstanding the external force exerted by the wheel 1 inthe lateral direction on the suspension is heightened.

The suspension of the present embodiment, as described above, excels inrigidity and, at the same time, provides ample protection for the balljoint.

FOURTH EMBODIMENT AND FIFTH EMBODIMENT

FIG. 8 is a plan view illustrating an upper arm in the fourth embodimentof the present invention, FIG. 9 is a type diagram illustrating the sameembodiment, FIG. 10 is a side view illustrating a control arm in thefifth embodiment of the present invention, and FIG. 11 is a graphshowing the change in caster angle relative to the amount of bound, forthe fourth and fifth embodiments. In these diagrams, the same componentparts as those of the suspension of the first embodiment are denoted bythe same reference numerals.

The wheel 1, the knuckle 2, the upper arm 3 (the knuckle side upper art6 and the vehicle side upper arm 7), the lower arm 4, and the rigidmember 9 are constructed identically to the corresponding componentparts in the first embodiment described above and, therefore, areomitted from the following description of the present embodiments.

The difference of the present embodiments in construction from the firstembodiment resides in the angle of attachment of a vibrating axis 38 toa vibrating axis 35.

Specifically, in the fourth embodiment illustrated in FIG. 8, thevibrating axis 38 for the two upper arms 6, 7 is inclined as viewed in aplane by a stated angle a from the vibrating axis 35 for the vehicleside upper arm 7. Particularly in this case, the vibrating axis 38 isinclined divergently toward the rear side of the automobile body and thetwo vibrating axises 38, 35 are disposed substantially parallelly toeach other as observed in the side view of the automobile body.

In the fourth embodiment constructed as described above, the angle ofinclination of the line interconnecting the point of connection 12 ofthe knuckle 2 to the knuckle side upper arm 6 and the point ofconnection 13 of the knuckle 2 to the lower arm 4 as observed in theside view of the automobile body is fixed at a stated magnitude as acastor angle.

When the automobile body is gyrated in this state or when the wheel runson an object projected from the road surface, for example, the positionof the wheel 1 relative to the automobile body is moved upwardly and thelower arm 4 is consequently revolved upwardly around the vibrating axis14 of the automobile body as the center.

As a result, the rigid member 9 attached to the lower arm 4 is made topush up the vehicle side upper arm 7. At this time, the vibrating axis38 for the vehicle side upper arm 7 and the knuckle side upper arm 6 isrevolved around the vibrating axis 35 of the vehicle side upper arm 7relative to the automoblie body as the center. In this case, since thevibrating axis 38 for the two upper arms 6, 7 is disposed as inclined bythe stated angle a from the vibrating axis 35 of the vehicle side upperarm 7 relative to the automobile body, the connecting part 12 of theknuckle side upper arm 6 to the knuckle 2 is moved forwardly orbackwardly relative to the automobile body by a stated amount d asobserved in the side view of the automobile body.

The caster variation during a gyration of the automobile body,therefore, is adjusted by suitably altering the angle of inclination aof the vibrating axis 38 for the vehicle side upper arm 7 and theknuckle side upper arm 6 through selection of the lengths of the vehicleside upper arm 7 and the knuckle side upper arm 6, the length of thelower arm 4, or the length or the position for attachment of the rigidmember 9.

Particularly, the fourth embodiment illustrated in FIG. 8 brings aboutthe following effect (FIG. 9).

The angle θ formed between the vehicle side upper arm 7 and the knuckleside upper arm 6 is decreased and the caster variation is consequentlyincreased when the wheel 1 is in a bound state by setting the vibratingaxis 38 above the ball joint 12 while the automobile body is at rest andattaching the rigid member 9 roughly so as to satisfy the followingrelation.

    l3 / l4>l2 / l1

The angle θ formed between the vehicle side upper arm 7 and the knuckleside upper arm 6 is increased and the caster variation is consequentlyincreased when the wheel 1 is in a bound state by setting the vibratingaxis 38 below the ball joint 12 while the automobile body is at rest andattaching the rigid member 9 roughly in the state satisfying thefollowing relation.

    l3 / l4<l2 / l1

In contrast, the caster variation can be minimzed by setting thevibrating axis 38 at a height substantially equal to the height of theball joint 12.

As described above, the suspension involved in the present embodiment issuch that the caster angle relative to the amount of bound can beextensively varied as by adjusting the conditions of attachment ofvarious component parts of the suspension as illustrated in FIG. 11.

Now, the fifth embodiment will be described below.

FIG. 10 is a side view illustrating the suspension of the fifthembodiment. In this embodiment, a vibrating axis 48 for the vehicle sideupper arm 7 and the knuckle side upper arm 6 is inclined by a statedangle relative to a vibrating axis 45 of the vehicle side upper arm 7 asobserved in the side view. Particularly in this case, the vibrating axis48 is inclined downwardly toward the front as illustrated in FIG. 10and, at the same time, the two vibrating axises 48, 45 are disposedsubstantially parallelly to each other as observed in the plan view ofthe automobile body. The construction of this suspension is identical inthe other respect to that of the suspension of the fourth embodimentand, therefore, is omitted from the following description.

In the fifth embodiment constructed as described above, the position ofattachment of the control arm to the automobile body can be freelyselected and the caster variation during a gyration (bounding) can beset as desired in spite of the layout condition of the suspensionsimilarly to the fourth embodiment described above.

Especially in the case of the fifth embodiment, the angle θ formedbetween the vehicle side upper arm 7 and the knuckle side upper arm 6 isdecreased and the caster variation is consequently increased while thewheel 1 is in a bound state by setting the vibrating axis 48 below theball joint 12 while the automobile body is at rest and, at the sametime, attaching the rigid member 9 roughly in the state satisfying thefollowing relation.

    l3 / l4>l2 / l1

The fourth and fifth embodiments are constructed so that the vibratingaxises 38, 48 are inclined respectively as observed in the plan view ofthe automobile body and in the side view thereof. Optionally, they maybe constructed so that their inclination in the plan view and theirinclination in the side view my be simultaneously produced. This factadds further to the desirability of freedom of design of the castervariation.

This particular construction may be applied to the suspension involvedin the eighth embodiment which will be described specificallyhereinbelow.

SIXTH EMBODIMENT

FIG. 12 is a type diagram illustrating the sixth embodiment of thepresent invention. In the diagram, the same component parts as those ofthe suspension of the first embodiment illutrated in FIGS. 1 to 3 aredenoted by the same reference numerals.

The wheel 1, the knuckle 2, the lower arm 4, and the rigid member 9 inthe present embodiment are constructed identically to the correspondingcomponent parts of the first embodiment described above and will beomitted from the following description.

The difference of the present embodiment in construction from the firstembodiment resides in an upper arm (a knuckle side upper arm 26 and avehicle side upper arm 27) and a spring device 30. Specifically, aprojecting part 31 is formed at the leading end of the vehicle sideupper arm 27 and the spring device 30 comprising a spring 32 and a shockabsorber 33 is interposed between the projecting part 31 and theautomobile body 5.

In the sixth embodiment constructed as described above, when theposition of the wheel 1 relative to the automobile body 5 is movedupwardly as illustrated in FIG. 12, the lower arm 4 is consequentlyrevolved upwardly around the vibrating axis 14 with the automobile body5 as the center (as indicated by the symbol "D1" in FIG. 12). As aresult, the rigid member 9 attached to the lower arm 4 is made to pushup the vehicle side upper arm 27. At this time, the amount of movementD2 of the projecting part 31 formed at the leading end of the vehicleside upper arm 27 becomes larger than the amount of movement D1 of thelower arm 4. This is because the suspension of the present embodimentshas the function of varying the angle of vibration of the vehicle sideupper arm 27 relative to the angle of vibration of the lower arm 4through suitable alteration of the length of the lower arm 4, the lengthof the vehicle side upper arm 27, the positions for attachment of thelower end and the upper end of the rigid member 9, or the protrudinglength of the projecting part 31.

Owing to this function, the spring modulus of the spring device 30 canbe set at a small value, the damping power of the shock absorber 33 canbe set at a small magnitude, and the spring device 30 itself can beaccordingly miniaturized.

SEVENTH EMBODIMENT

FIG. 13 is a perspective view illustrating the seventh embodiment of thepresent invention and FIG. 14 is a type view for illustration of theoperation of the same embodiment. In these diagrams, the same componentparts as those of the suspension of the first embodiment illustrated inFIGS. 1 to 3 are denoted by the same reference numerals.

The wheel 1 , the knuckle 2, the upper arm 3, the lower arm 4, and therigid member 9 of the present embodiment are constructed identically tothe corresponding component parts of the first embodiment describedabove and, therefore, will be omitted from the following description.

The difference of the present embodiment in construction from the firstembodiment resides in the additional incorporation of a stabilizer 50 inthe suspension.

In the suspension of the present embodiment, the leading end of thestabilizer 50 which is a torsion bar is attached through the medium of ajoint 51 to a point near the leading end of the vehicle side upper arm7. This joint 51 is so constructed as to be freely rotated around anaxis 52 at the site of attachment thereof to the vehicle side upper arm7. It is also so constructed as to be freely rotated around an axis 53at the site of attachment thereof to the stabilizer 50. Owing to thisconstruction, the stabilizer 50 is allowed to follow the verticalmovement of the vehicle side upper arm 7 and consequently conferappropriate restoring power on the vehicle side upper arm 7 andaccordingly on the wheel 1. The other end of the stabilizer 50 issimilarly attached to the other wheel. The middle portion of thestabilizer 50 is supported on the automobile body through the medium ofbushes 54, 54 (only one of which is shown in the diagram).

Now, the operation of the suspension of the present embodiment will bedescribed below.

When the automobile is gyrated or when one of the opposite wheels runson an object projecting from the road surface of falls in a pit in theroad surface, the position of the wheel 1 relative to the automobilebody 5 is moved upwardly or downwardly. As a result, the lower arm 4 isrevolved upwardly or downwardly around the vibrating axis 14 as thecenter. Then, the rigid member 9 attached to the lower arm 4 is made topush up the vehicle side upper arm 7 and the vehicle side upper arm 7 isconsequently revolved around the vibrating axis 15.

In this case, since the suspension of the present embodiment has thefunction of allowing the angle of vibration of the vehicle side upperarm 7 relative to the angle of vibration of the lower arm 4 to be variedas desired by suitably altering the length of the lower arm 4 (indicatedby the symbol "L" in FIG. 14), the length of the vehicle side upper arm7, and the positions of attachment of the lower end (indicated by thesymbol "l" in FIG. 14) and the upper end of the rigid member 9, theimpartation of the restoring power to the suspension can be accomplishedby attaching the leading end of the stabilizer 50 to a point near theleading end of the vehicle side upper arm 7 in the same manner as whenthis attachment is made to a point near the leading end of the lower arm4.

In the design of a suspension, therefore, even when the position forattachment of the stabilizer 50 or the union thereof with the adjacentcomponent parts is conspicuously restricted, a suspension capable ofproducing desired restoring power can be obtained by suitably selectingthe length of the lower arm 4, the length of the vehicle side upper arm7, and the positions for attachment of the lower end and the upper endof the rigid member 9, for example.

EIGHTH EMBODIMENT

FIG. 15 is a perspective view illustrating the eighth embodiment of thepresent invention and FIG. 16 and FIG. 17 are type diagrams forillustrating of the operation of the same embodiment. In these diagrams,the same component parts as those of the suspension of the firstembodiment illustrated in FIGS. 1 to 3 are denoted by the same referencenumerals.

The wheel 1, the knuckle 2, and the lower arm 4 in this embodiment areconstructed identically to those of the first embodiment described aboveand, therefore, will be omitted from the following description.

The difference of the present embodiment in construction from the firstembodiment resides in the construction for attachment of an upper arm 63and a rigid member 69.

To be specific, the upper arm 63 of the present embodiment comprises aknuckle side upper arm 66 and a vehicle side upper arm 67, which areeach formed of an A type arm. Arm parts 67a, 67b which constitute thebasal end of the vehicle side upper arm 67, similarly to the lower arm4, are connected to the body or the frame 5 by means of the bush 10(FIG. 16). The vehicle side upper arm 67 is revolved around thevibrating axis 15. Further, in the suspension of the present embodiment,the leading end 4c of the lower arm 4 and a leading end 67c of thevehicle side upper arm 67 are interconnected through the medium of therigid member 69. The rigid member 69 and the lower arm 4 are sointerconnected that the rigid member 69 may be revolved around thevibrating axis 16 relative to the lower arm 4 and the rigid member 69and the vehicle side upper arm 67 are so interconnected that the rigidmember 69 will be revolved around the vibrating axis 17 relative to thevehicle side upper arm 67.

Arm parts 66a, 66b of the knuckle side upper arm 66 are connected to therigid member 69 through the medium of the vibrating axis 68. The knuckleside upper arm 66 and the rigid member 69 are revolved relative to eachother around the vibrating axis 68. The knuckle side upper arm 66,therefore, is revolved around the vibrating axis 68 relative to therigid member 69 and, at the same time, around the vibration axis 17relative to the vehicle side upper arm 67. Then, relative to theautomobile body (frame 5), it is revolved around the vibrating axis 15through the medium of the rigid member 69 and the vehicle side upper arm67.

The vehicle side upper arm 67, the knuckle side upper arm 66, theknuckle 2, and the rigid member 69 jointly constitute a link mechanismas described above.

Now, the operation of the suspension of the present embodiment will bedescribed below.

FIG. 16 is a half front view illustrating the suspension of the presentembodiment attached to an automobile as observed from the front side ofthe vehicle and FIG. 17 is a half front view typically illustrating thesuspension of the same embodiment posed when the wheel is movedupwardly.

While the automobile is in the process of a straight travel, the lengthof the upper arm 63 equals the rectilinear length L1 from the ball joint12 to the bush 10 as illustrated in FIG. 16. When the automobile body isgyrated in this state or when the wheel 1 runs on an object projectingfrom the road surface, for example, the position of the wheel 1 relativeto the frame 5 is moved upwardly and the lower arm 4 is consequentlyrevolved upwardly around the vibrating axis 14. As a result, the rigidmember 69 attached to this lower arm 4 is made to push up the vehicleside upper arm 67. Then, there arises a difference between the angle ofvibration of the lower arm 4 and the angle of vibration of the vehicleside upper arm 67 because, in the present embodiment, the length betweenthe bush 11 and the lower end of the rigid member 69 is set to differfrom the length between the bush 10 and the upper end of the rigidmember 69. As a result, the connecting part between the vehicle sideupper arm 67 and the rigid member 69 is bent with a stated angle and therigid member 69, i.e. the connecting part between the rigid member 69and the knuckle side upper arm 66, is consequently bent by a statedangle and the length of the upper arm 63 becomes equal to therectilinear length L2 between the ball joint 12 and the bush 10 andshorter by a stated length (L1-L2) than the rectilinear length existingduring a straight travel. The wheel 1, therefore, assumes a statedcamber angle.

The suspension of the present embodiment is enabled to adjust thecharacteristic of camber variation for a fixed roll center height and afixed scuff variation by suitably selecting the lengths of the vehicleside upper arm 67 and the knuckle side upper arm 66, the length of therigid member 69, and the positions of attachment of the knuckle sideupper arm 66 to the rigid member 69 without requiring any change in thepositions of attachment of the upper arm 63 and the lower arm 4 to theframe 5, the position of attachment thereof to the knuckle 2, thelengths of the two arms 63, 4, etc. This fact adds noticeably to thefreedom of suspension design ensures provision of satisfactory operatingstability for the suspension.

Moreover, the possibility that a drawing power will be exerted in theaxial direction of the ball stud on the ball joints 12, 13 is nilbecause the knuckle side upper arm 66 is bent at the vibrating axis 68when the upper arm 63 and the lower arm 4 are vibrated and the rigidmember 69 is consequently made to push up the vehicle side upper arm 67.

NINTH EMBODIMENT

FIG. 18 is a type diagram for illustration of the operation of the ninthembodiment of the present invention. In this diagram, the same componentparts as those of the suspension of the first embodiment illustrated inFIGS. 1 to 3 and those of the suspension of the eighth embodimentillustrated in FIG. 15 to 17 are denoted by the same reference numerals.

The wheel 1, the knuckle 2, the upper arm 63 (the knuckle side upper arm66 and the vehicle side upper arm 67), and the lower arm 4 areconstructed identically to the corresponding component parts of theeighth embodiment described above and, therefore, will be omitted fromthe following description.

The difference of the present embodiment in construction from the eighthembodiment resides in the rigid member. To be specific, the turnbuckle19a is formed in the central part of the rigid member 19 of the presentembodiment. This turnbuckle 19a comprises a right-handed screw 19b and aleft-handed screw 19c both formed on the rigid member 19 and a coupler19d helically fitted to these screws. The rigid member 19 is contractedor extended by rotating the coupler 19d in one direction and isconversely deformed by rotating the coupler 19d in the other direction.The means for extending or contracting the rigid member 19 is notlimited to the turnbuckle 19a but may be some other means which iscapable of extension or contraction.

Now, the function derived from expansibly constructing the rigid member19 will be described below.

FIG. 18 is a half cross section typically illustrating the suspension ofthe present embodiment as observed from the front side of the vehicle.In the diagram, the solid line represents the state of the rigid member19 prior to the extension thereof and the two-dot chain line the statethereof subsequent to the extension.

When the length of the rigid member 19 is increased by rotating thecoupler 19d of the turnbuckle 19a in the state represented by the solidline in FIG. 18, the rigid member 19 pushes up the vehicle side upperarm 67 and the rectilinear length between the connecting part of theknuckle 2 and the connecting part of the automobile body (not shown)varies in accordance as the length of the rigid member 19 is varied. Thevariation in the length of the rigid member 19, therefore, allowsadjustment mainly of the camber angle of the wheel (indicated by thesymbol "θ1" in FIG. 18).

As described above, the suspension of the present embodiment allows veryeasy adjustment of the camber angle because the camber angle can beadjusted mainly by extending or contracting exclusively the length ofthe rigid member 19.

TENTH EMBODIMENT

FIG. 19 and FIG. 20 are type diagrams for illustration of the operationof the tenth embodiment of the present invention; FIG. 19 being a halffront view typically illustrating the suspension of the presentembodiment attached to an automobile as observed from the front side ofthe vehicle and FIG. 20 a half front view typically illustrating thesuspension of the same embodiment as posed when the wheel is movedupwardly. In these diagrams, the same component parts as those of thesuspension of the first embodiment illustrated in FIGS. 1 to 3 and thoseof the suspension of the eighth embodiment illustrated in FIGS. 15 to 17are denoted by the same reference numerals.

The wheel 1, the knuckle 2, the upper arm 63 (the knuckle side upper arm66 and the vehicle side upper arm 67), the lower arm 4, and the rigidmember 69 of the present embodiment are constructed identically to thecorresponding component parts of the eighth embodiment and, therefore,will be omitted from the following description.

The difference of the present embodiment in construction from the eighthembodiment resides in the positions for attachment of the ball joint 22,the vibrating axis 17, and the vibrating axis 25. To be specific, theball joint 22 of the present embodiment is seated inside of the outerperipheral ridge 1b of the wheel 1, especially inside of the wheel 1,for the purpose of protection from the dust, water, etc. splashed by thetire 1a while the automobile is in travel.

Further, the positions for attachment of the vibrating axis 17 and thevibrating axis 25 in the present embodiment are set at levels higher inthe vertical direction of the automobile body than the position forattachment of the ball joint 22 mentioned above. Heretofore, the idea ofhigh-mounting the upper arm 63 has been conceived for the purpose ofheightening the rigidity of the suspension to the extent of withstandingthe external force exerted in the lateral direction on the wheel 1 whilethe automobile body is in the process of a gyration. This concept,however, has failed to produce a proper construction capable ofsimultaneously satisfying rigidification of the suspension andprotection of the ball joint because the high-mounting inevitablyrequires the ball joint 22 to be disposed outside the wheel 1, i.e. asite susceptible of the influence of muddy water splashed by the tire1c. The desire to install the ball joint 22 inside of the outerperipheral ridge 1b of the wheel 1 is fulfilled by dividing the upperarm 63 into the vehicle side upper arm 67 and the knuckle side upper arm66 as in the present embodiment. Then, the rigidification of thesuspension is realized by arbitrarily setting the roll center of theautomobile body and, at the same time, high-mounting the vehicle sideupper arm 67.

Further, in the present embodiment, the otherwise possible infiltrationof dust, water, etc. into the ball joint 22 can be precluded because theball joint 22 is positioned inside of the outer peripheral edge 1b ofthe wheel 1. The rigidity necessary for withstanding the external forceexerted by the wheel 1 in the lateral direction upon the suspension ishigh because the position 10 for attachment of the vehicle side upperarm 67 to the automobile body and the position for attachment of thevehicle side upper arm 67 to the knuckle side upper arm 66 are set atlevels higher in the vertical direction of the automobile body than theball joint 22 mentioned above.

The suspension of the present embodiment excels in rigidity and providesample protection for the ball joint as described above.

ELEVENTH EMBODIMENT

FIG. 21 is a type diagram illustrating the 11th embodiment of thepresent invention. In the diagram, the same component parts as those ofthe suspension of the first embodiment illustrated in FIGS. 1 to 3 andthose of the suspension of the eighth embodiment illustrated in FIGS. 15to 17 are denoted by the same reference numerals.

The wheel 1, the knuckle 2, the lower arm 4, and the rigid member 69 ofthe present embodiment are constructed identically to the correspondingcomponent parts of the eighth embodiment and, therefore, will be omittedfrom the description. The difference of the present embodiment inconstruction from the eighth embodiment resides in an upper arm 73 (aknuckle side upper arm 76 and a vehicle side upper arm 77) and thespring device 30.

To be specific, the projecting part 31 is formed at the leading end ofthe vehicle side upper arm 77 and the spring device 30 comprising thespring 32 and the shock absorber 33 is interposed between the projectingpart 31 and the automobile body 5. The spring modulus of the springdevice 30, namely the size of the spring device 30, can be varied byaltering the protruding length of the projecting part 31.

In the 11th embodiment constructed as described above, when the positionof the wheel 1 relative to the automobile body 5 is moved upwardly, thelower arm 4 is revolved upwardly about the vibrating axis 14 with theautomobile body 1 (as indicated by the symbol "D1" in FIG. 21). Therigid member 69 is consequently made to push up the vehicle side upperarm 77. At this time, the amount of movement D2 of the projecting part31 formed at the leading end of the vehicle side upper arm 77 is largerthan the amount of movement D1 of the lower arm 4. This is because thesuspension of the present embodiment has the function of varying theangle of vibration of the vehicle side upper arm 77 relative to theangle of vibration of the lower arm 4 in consequence of suitablealteration of the length of the lower arm 4, the length of the vehicleside upper arm 77, and the positions for attachment of the lower end andthe upper end of the rigid member 69.

As a result, the spring modulus of the spring device 30 can be set at alow level, the damping force of the shock absorber 33 can be set at asmall magnitude, and the spring device 30 can be miniaturized.

TWELFTH EMBODIMENT

FIG. 22 is a perspective view illustrating the 12th embodiment of thepresent invention and FIG. 23 is a type diagram for illustration of theoperation of the same embodiment. In these diagrams, the same componentparts as those of the suspension of the first embodiment illustrated inFIGS. 1 to 3 and those of the suspension of the eighth embodimentillustrating in FIGS. 15 to 17 are denoted by the same referencenumerals.

The wheel 1 , the knuckle 2, the upper arm 63, the lower arm 4, and therigid member 69 of the present embodiment are constructed identically tothe corresponding component parts of the eighth embodiment describedabove and, therefore, will be omitted from the following description.

The difference of the present embodiment in construction from the eighthembodiment resides in the additional incorporation of the stabilizer 50.

In the suspension of the present embodiment, the stabilizer 50 which isa torsion bar has the leading end thereof attached to a point near theleading end of the vehicle side upper arm 67 through the medium of thejoint 51. This joint is so adapted as to be revolved freely around theaxis 52 in the part of attachment thereof to the vehicle upper arm 67and it is further adapted so as to be revolved around the axis 53 in thepart of attachment thereof to the stabilizer 50. As a result, thestabilizer 50 is allowed to follow the vertical movement of the vehicleside upper arm 67 and confer a proper restoring power on the vehicleside upper arm 67 and consequently on the wheel 1. The other end of thestabilizer 50 is similarly attached to the other wheel and the middlepart of the stabilizer 50 is supported on the automobile body by meansof the bushes 54, 54 (only one of which is illustrated).

Now, the operation of the suspension of the present embodiment will bedescribed below.

When the automobile body is gyrated or when one of the lateral pair ofwheels runs on an object projecting from the road surface or falls in apit in the road surface, the position of the wheel 1 relative to theautomobile body is moved upwardly or downwardly. In consequence of thismovement of the wheel, the lower arm 4 is revolved upwardly ordownwardly around the vibrating axis 14 as the center. As a result, therigid member 69 attached to the lower arm 4 is made to push up thevehicle side upper arm 69 and the vehicle side upper arm 67 is revolvedaround the bush 10.

In this case, therefore, when the leading end of the stabilizer 50 isattached near the leading end of the vehicle side upper arm 67, thesuspension of the present embodiment is vested with as high restoringpower as when this attachment is made near the leading end of the lowerarm 4 because the suspension has the function of allowing desiredvariation in the angle of vibration of the vehicle side upper arm 67relative to the angle of vibration of the lower arm 4 in consequence ofsuitable alteration of the length of the lower arm 4 (indicated by thesymbol "L" in FIG. 23), the length of the vehicle side upper arm 67, andthe positions for attachment of the lower end (indicated by the symbol"l" in FIG. 23) and the upper end of the rigid member 69.

In the design of a suspension, therefore, even when the position forattachment of the stabilizer 50 or the layout of adjacent componentparts is conspicuously restricted, a suspension capable of manifesting adesired restoring power can be obtained by suitably selecting the lengthof the lower arm 4, the length of the vehicle side upper arm 67, thepositions for attachment of the lower end and the upper end of the rigidmember 69, and the like.

INDUSTRIAL APPLICABILITY

As described above, the suspension of the present invention is enabledto acquire a varied characteristic of camber variation for a fixed rollcenter and a fixed scuff variation through suitable selection of thelengths of the vehicle side upper arm and the knuckle side upper arm,the length of the rigid member, and the position for attachment of theknuckle side upper arm to the rigid member without requiring any changein the positions for attachment of the upper arm and the lower arm tothe automobile body, the position for attachment thereof to the knuckle,the lengths of the two arms, etc. This fact adds conspicously to thefreedom of design of the suspension and allows the suspension to acquirefully satisfactory operational stability. Moreover, the adjustment ofthe camber angle can be effected very easily because this adjustment canbe carried out mainly by extending or contracting exclusively the lengthof the rigid member without requiring installation of an eccentric camat the position for attachment of the upper arm or the lower arm to theautomobile body.

Besides, the suspension excels in rigidity and provides ample protectionfor the ball joint.

This invention, accordingly, provides a suspension which allows thepositions for attachment of the control arms to the automobile body tobe freely set and the caster variation to be set at a desired valueduring a gyration of the automobile.

Since the angle of vibration of the vehicle side upper arm relative tothe angle of vibration of the lower arm is varied by suitable alterationof the length of the lower arm, the length of the vehicle side upperarm, and the positions for attachment of the lower end and the upper endof the rigid member, the spring modulus of the spring device can be setat a small magnitude, the damping power of the shock absorber can be setat a low level, and the spring device can be miniaturized.

Further, in the design of a suspension, even when the position forattachment of the stabilizer or the layout of adjacent component partsis conspicuously restricted, a suspension which is vested with a desiredrestoring power can be obtained by suitable selection of the length ofthe lower arm, the length of the vehicle side upper arm, the positionsfor attachment of the lower end and the upper end of the rigid member,etc. Moreover, this suspension can be manufactured in a compact size.

Owing to the construction described above, the independent suspension ofthe present invention can be advantageously used in the Wishbone typeindependent suspensions which are furnished for the front wheels or therear wheels of an automobile.

We claim:
 1. An independent wheel suspension for suspending a wheel on a frame of an automotive vehicle, said suspension comprising:wheel carrier means for rotatably supporting a wheel, said wheel carrier means including an upper and lower portion; lower arm means connecting said lower portion of said wheel carrier means to said frame; upper arm means for connecting said upper portion of said wheel carrier means to said frame, said upper arm means including a first upper arm member pivotably connected to said upper portion of said wheel carrier means and a second upper arm member pivotably connected to said second upper arm member at a first vibrating axis; and linking means for linking said second upper arm member to said lower arm means, said linking means moves said second arm member upwardly thereby moving said first vibrating axis upwardly so that a rectilinear length from said wheel carrier means to said frame is shortened by a predetermined length to decrease the distance between said upper portion of said wheel carrier means and said frame when said wheel carrier means moves a distance in an upward direction which is larger than a predetermined value.
 2. The independent wheel suspension according to claim 1, wherein said lower arm means allows said wheel carrier means to move upwards and downwards relative to said frame.
 3. The independent wheel suspension according to claim 2, wherein one end of said linking means is pivotably connected to said lower arm means, and the other end of said linking means is pivotably connected to said upper arm means.
 4. The independent wheel suspension according to claim 3, wherein said first upper arm member is pivotably connected to said second upper arm member.
 5. An independent wheel suspension according to claim 1, wherein one end of said linking means is pivotably connected to said lower arm means and the other end of said linking means is pivotably connected to said second upper arm member at a second vibrating axis, said second vibrating axis being between said first vibrating axis and the pivotal connection of said second arm member and said frame, said linking means allowing said second vibrating axis to move upwards when said wheel carrier means moves upwards relative to said frame.
 6. An independent wheel suspension according to claim 1, wherein said lower arm means is pivotably connected to said wheel carrier means and said upper arm means is pivotably connected to said wheel carrier means.
 7. The independent wheel suspension according to claim 1 wherein said linking means includes a rigid member for adjusting the camber angle of the wheel. 